Carburetor



April 15 1924.

A. M. STANL EY CARBURETOR Filed July 51. 1916 3 Sheets-Sheet 1 3 Sheets-Sheet 2 A. M. STANLEY CARBURETOR Filed July 31, 1916 April as 192% 7 ful mw 3 Sheets-Sheet 5 69 2 9 l w 4 i w u 6 w W A I Patented Apr. 15, 1924.

UNHTED STATES 1,490,133 PATENT orrics.

ARTHUR-M. STANLEY, OF LYNN, MASSACHUSETTS, iASSIGNOR OF ONEl-HALF TO WARREN K. .BLODGETT, F CAMBRIDGE, MASSACHUSETTS.

CARBURE'IOR.

Application filed July 31, 1916 Serial-No. 112,307.

To all whom it may concern:

Be it known that I, ARTHUR M. STANLEY, a citizen of the United States, residing at Lynn, in the county of Essex and State of Massachusetts, have invented certain new and useful Improvements in Carburetors;

and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to carburetors,-and more particularly to carburetors employed for forming an explosive mixture with the less volatile forms of fuel.

In order to successfully obtain an .explosive mixture of air and some of the heavier grades of fuel, as for exam le,'kerosene, it is desirable that the fuel sha l'be pre-heated. The maintenance of a substantially constant temperature is important as it prevents the heating of the fuel to a point at which it is broken up and deposits a solid residue which is not burned up-in the motor.

The object of the present invention is to provide certain new and useful improvements in connection with carburetors whereby all types of fuel may be successfully combined with. oxygen to form an explosive mixture. v

With this object in view the several features of the invention consist in certain novel features of construction, combinations and arrangements of parts hereinafter described and claimed, the advantages of which will be obvious to those skilled in the art from the following description.

In the accompanying drawings illustrating the preferred form of the invention, Fig- 1 represents a side elevation of an internal combustion motor with the improved carburetor applied thereto; Fig. 2 is a section in elevation of the carburetor; Fig. 3 is a top plan view of'the construction shown in Fig. 2; Fig. 4 is an elevation, partly in section, of the heater employed in con unction with the carburetor; Fig. 5 is a cross section upon the line 5 5 of Flg. 4; and Fig. 6 is a section upon theline 66 of Fi 4. iccording to the present invention the combustible fuel is initially heated to a predetermined temperature and is maintained .at this temperature prior to and during the mixing of the fuel with the air so that the explosive mixture is introduced into the motor at a temperature which is best suited for the particular fuel employed. In the illustrated embodiment of the invention the heat of the exhaust gases from the motor is conveniently utilized to secure the heating of the fuel, and mechanism is employed for controlling the heat which is imparted to the fuel through the exhaust gases.

It has been attem ted heretofore to preheat the fuel from t l e exhaust gases and to control the temperature of the fuel in some suitable manner. In such cases, however, it has been customary to surround the fuel, or mixing chamber, or both with the exhaust gases and to control the heat imparted to the fuel by varying the quantit of exhaust gases which are employed to eat the fuel in some suitable manner. This method of heating the fuel, however, has not been found feasible, as the sudden fluctuations in the amount of exhaust gas and the temperature at which the gas is exhausted haveprevented the maintenance of a constant temperature of fuel, and the result has been that the fuel is either not heated sufliciently or is heated too much. Furthermore, according to this method the heating of the fuel is localized to a greater or less degree giving an 1111611181 distribution of the heat. According to t e present invention the heat from the exhaust gas is transmitted to a heat conveying medium, such as water, which in-turn 1s employed to heat the fuel. The temperature of the heat conveying medium is maintained within predetermined limits by varying automatically the amount of exhaust gases which are passed therethrough. With this construction thesud "branches 5, 6 and 7, respectively, each of which serves for two cylinders in the usual manner. The gases are exhausted from the motor through a pipe 9 passing alon the top of the cylinder block, thence ownwardly through a riser 10, and finally to the rear of the motor in the usual manner. A' heater, indicated at 15, is inserted in the exhaust pipe and connected to the sections of the pipe by the usual flanged connections, indicated at 16 and 17. Upon I'eferring to Fig. 4.- of the drawings it will be noted that the heater is providedwith two passages 19 and 20, respectively, passing through the heater and passing around the heater and serving to by-pass the exhaust. The heater casing isprovided with an annular elongated chamber 22 which surrounds the passage 19. and serves as a container for a liquid, indicated at 23, which is to be heated to the proper temperature by the exhaust gas. In order to facilitate the transfer of heat from the exhaust gases to the liquid the heater casing is provided with a series of longitudinal ribs 25, projecting radially into the passage 19, and a second series of ribs 26' projecting radially into the annular chamber 22. The relative amounts of exhaust gases which are caused to How through the two passages are controlled by a suitable valve 27, pivoted upon the heater casing at 28, and arranged to cause a part or all of the exhaust gases to be directed through the passa e 19. In order to prevent the transfer of eat from the passage 20 to the liquid contained in the annular chamber 22, the pipe 29, forming the passage 20, is spaced away from the heating chamber a suitable distance, as shown clearly in Figs. 4 and 6.

As stated previously, the temperature of the liquid is maintained constant by varying the quantity of exhaust gas which is diverted through the passage 19, andthis is conveniently accomplished in the present construction by mechanism controlled through the pressure in the annular chamber 22. It will be obvious that, as the liquid in the chamber expands, owing to an increase in temperature, the pressure will rise accordin ly, and this pressure is conveniently utilized for controlling the mechanism which governs the valve 27. To this end a cylindrical casing 30 is secured through arms 31, 32, to the heater casing and is provided with a pressure chamber 35, maintained in constant communication with the chamber 22 through a connecting pipe 36. The casing 30 is provided with a plunger 40 havin a piston 41 mounted upon the upper en which is acted upon by the pressure in-the chamber 35. The plunger 40 is supported at its lower end b a coiled spring 42, received within the casing and serving to balance the piston against the pressure in the chamber 35. The initial position of the plunger may be conveniently adjusted through an adjusting member 43, threaded in the lower end of the casing 30 and engaging with and supporting the spring 42. With this construction it will be obvious that the position of the piston is determined by the pressure within the chambers 22 and 35, and varies with variations in the pressure, the position of the piston remaining substantially constant as long as the pressure does not vary. The plunger 40 is connected with the valve 27 through an arm 50 pivoted to the casing 30 and connected at its opposite end to an arm 52 through a link 53. With this construction the plunger controls the position of the valve 27 and causes the valve to.by pass more or less of the exhaust gases through the passage 20. The arm 50, as shown clearly in Fig. 6 of the drawings, is pivoted upon a stud 54 extending through two oppositely disposed ears 55 formed upon the casing 30, and is connected to the plunger 40 by a slide block 57, supported in a slot 58 formed in the arm'and pivoted upon a pin 60, passing through the plunger. It will be noted that the casing 30 and plunger 40 are slotted to receive the arm and in order to permit access to the pin 60 and disconnect the arm from the plunger, the casing 30 is provided with oppositely disposed slots 61, formed therein adjacent the arm. In order to indicate the pressure within the chambers 22 and 35. a pressure gage, indicated generally at 65, is connected to the pipe 36, as shown clearly in F igf 4-.- The liquid in the chamber may be replenished when desired through the provision of a filling plug 66, threaded in the upper portion of the heater casing, and the casing may be partially emptied through a pet cock, indicated at 67. The heat conveying medium is directed to the carburetor through a pipe 69 leading from the top of the annular chamber 22, and is returned thereto by a pipe 70, leading into the bottom portion of the chamber, as shown clearly in Fig. 4.

The portion of the carburetor in which the fuel is preheated and mixed with air is provided with the usual float chamber in which the level of the liquid is maintained constant, a pre-heating chamber and a mixing chamber. Upon referring to Fig. 2 of the drawings it will be observed that the carburetor comprises generally a U-shaped casing 75 containing the mixing chamber, a casing 76 containing the float chamber, and a pipe 77 leading from the float chamber to the pre-heating chamber. The level in the float chamber is maintained constant through the usual float 78 and operating valve, indicated at 79, which controls the passage of fuel through the inlet pipe 80. The fuel is led downwardly from the float chamber through the pipe 7 7 into the bottom of the pre-heating chamber. In the illustrated embodiment of the invention a cylindrical casing 81 is mounted upon the side of the casing 7 5 and is provided with a longitudinal bore which receives an elongated cylindrical member 83 provided with a spiral groove 85 to form, in conjunction with the bore in the casing 81, an upwardly extending spiral passage for the liquid fuel. This passageis surrounded by an annular heating chamber 86 in which the heat conveying medium is contained. With this construction the liquid fuel is uniformly heated throughout to a predetermined temperature when it reaches the end of the spiral passage. The

flow of fuel through the passage and into the mixing chamber is controlled by a needle valve 88, supported transversely in the casing and extending into the intersection of a transverse passage 89 leading from the top of the spiral passage, and a second passage 90 leading into the mixing chamber. In order to' facilitate the thorough mixing of the fuel and air, the former is caused to enter the mixing chamber through a series of radially extending passages converging into the chamber. To this end a hollow plug 92 is threaded into the upper end of the casing 75 and is provided with an annular groove 93 and a series of radial passages 9 extending inwardly therefrom to form an annular passage communicating with the passage 90, and a series of radial passages to lead the fuel inwardly therefrom into the mixing chamber. The bore of the hollow plug tapers inwardly to a point between the ends and then flares outwardly to form a Venturi tube, the fuel passa es being arran ed to direct the fuel into t e mixing cham er at the restricted portion of the bore. In order to further facilitate the mixture of air and fuel, the air asses downwardly across the fuel jets and t e ous mixture is then subjected to a furt er heating to maintain a constant temperature. To this end the easing 75 is provided with a U-shaped bore 95 which forms a mixing chamber and an annular heating chamber 96 surrounding the bore. The main air intake is through a plurality of openings 98 formed in a valve casing 99 and communicating with an air passage formed by an apron 100 which surrounds a portion of the casing 75, as shown clearly in Fig. 2, to cause the air to be heated prior to its entrance into the mixing chamber. The passage of theair through the openin 98 is conveniently controlled by a series 0 balls 101, seated upon the openings and guided in their movements by depending flanges 102. The size of the air passage leading to the mixing chamber proper is controlled by a valve 103 having a tapered end projecting into the tapered, portion of the plug\92 to form an annular air passage. The valve 103 is threadedly mounted in a cap 105 provided with a cylindrical portion 106 to act 7 as a guide for the valve and has a series of suitable designations 107 formed thereon to indicate the position of the valve. Inorder to aid in the transfer of heat from the annular chamber 90 to the mixing chamber 95 a series of ribs-110 is formed upon the casing 75 and extends inwardly into the passage, as shown clearly in Fig. 2. With this construction it will be obvious that the heated fuel and air are uniformly mixed and the gaseous mixture is maintained at a predetermined temperature, or is returned thereto if the temperature has dropped, so that the mixture is delivered to the motor at a predetermined temperature.

It may be desirable under certain conditions to introduce a further quantity of air into the mixture after, or just prior to leaving the carburetor, and to this end an auxiliary air intake is provided having an air passage 112 which leads into the mixing chamber. The flow of air through the passage is controlled by a valve 113 normally maintained upon its seat by a spring 114 and .provided with a. threaded adjusting member 115 which receives the valve stem 116 and is arranged to control the tension of the spring 114 to vary the pressure of the valve upon the seat. The introduction of the air may cool the explosive mixture but this is not necessarily a disadvantage as it may be desirable to introduce the mixture into the motor at a lower temperature and as the air is introduced as the mixture leaves the carburetor the condition of the fuel remains substantially unchanged. The

carburetor is adapted for attachment to the internal combustion engine comprising a.

heatin v chamber surrounding the exhaust pipe 0? the motor and containing a fluid, a second chamber surrounding the carburetor and communicating with the heating chamber, a valve for controlling the flow of gas through the exhaust ipe, and connected mechanism constructed and arranged to automatically control the position of the exhaust valve in accordance with the res sure within the heating chamber to indirectly regulate the temperature of the fluid therein contained.

2.-- Means for heating the carburetor of an internal combustion engine comprising a heating chamber surrounding the exhaust pipe of the motor and containing a fluid,

a second chamber surrounding the carburetor and communicating with the heating chamber, a valve for controlling the flow of gas through the exhaust passage, a pressure chamber in free communication with the fluid containing chamber, and connections between the pressure chamber and exhaust valve controlled b the pressure within the fluid chamber an serving to regulate the position of the exhaust valve in accordance with changes in pneuret 3. Means for heating the carburetor of an internal combustion engine comprising a heating chamber surrounding the exhaust w passage and partially filled with. fluid, a

second chamber surrounding the carburetor and communicating with the heating chamber, 'a. pressure chamber in free communication with the heating chamber above the fluid level, a valve controlling the flow of 20 'to control the position of the latter in accordance with variations in pressure within the fluid chamber.

ARTHUR M. STANLEY. 

